Gearing.



J. DAIN.

GEARING.

APPLICATION FILED DEU.16,1900. 1, 1 20,287, Patented Dec. 8, 1914.

5 SHEETS-SHBET 1.

J. DAIN.

GEARING.

APPLICATION FILED DBG.1B,1909.

1,1 20,287. Patented Dec. 8, 1914.

5 SHEETS-BHBET 2.

THE NORRIS HATE/D5 LU Pmilo LITHU WASNINGION. 01C.

J. DAIN.

GEARING.

APPLICATION FILED DEG. 16, 1909 Patented Dec. 8, 1914.

5 SHEETS-SHEET 3.

THE NORRIS PErFRS CO Pun/'0 1 (THO, WASPHNMIUN D c J. DAIN.

GEARING.

APPLICATION FILED DEG.16,1909.

Patented Dec. 8, 1914.

5 SHEETS-SHEET 4.

:III III II IIIII (fizza ewiar:

HL' NORRIS PETERS CO.. PHfiT0-LITHU.. WASHINGTON, n

J. DAIN.

GBARING.

APPLICATION FILED DEO.16,1909. 1 1 20 287, Patented Dec. 8, 1914.

5 SHBETS-SHEBT 5.

THE NORRIS PETERS CO. PHOTO LITHO., WASHINGTONv D. C

JOSEPH DAIN, 0F OTTUMWA, IOWA.

GEARING.

Specification of Letters latent.

Patented Dec. 8, 1914.

Application filed December 16, 1909. Serial No. 533,400.

To all whom it may concern:

Be it known that I, Josnrn DAIN, a citizen of the United States, residing at Ottumwa, in the county of Wapello and State of Iowa, have invented certain new and useful Improvements in Gearing, of which the following is a specification, reference being had to the accompanying drawings.

My invention relates to motor vehicles, and more particularly to those of the type shown and described in my Patents No. 1,028,4l41, and No. 1,028,4l42, dated June 4, 1012, in which inclined friction disks are employed in connection with an intermediate driven disk mounted upon a propellershaft and movable into and out of engage ment with said inclined disks and toward and from the centers thereof for the purpose of driving the propeller-shaft and through. it transmitting the power to the differential at the rear axle. In my Patent No. 1,028,551, dated June 4, 1912, I have shown and described improvements upon the generic invention involved in the earlier applications referred to, in which provision is made for connecting the propeller-shaft directly with the motor and disconnecting it from the inclined disks when desired so that the vehicle may be driven directly from the motor without using the friction drive mechanism, and my present invention is in the nature of improvements upon the construction shown and described in the latter application.

In the construction of my said application, Patent No. 1,028,551, the driven disk is provided with a clutch-member which is adapted to engage a clutch-membeii' connect ed with the fly-wheel and through it driven from the motor, the latter clutch-member being movable upon the crank-shaft of the engine toward and from the inclined friction drive-disks, and it is the principal object of my present invention to provide a construction by which this movement of said clutch-member upon the crankshaft may be avoided, thereby making it possible to fixedly secure said clutch-member upon the crank-shaft.

A further object of my invention is to provide improved means for controlling the operation of the several parts of the mechanism.

I accomplish these objects as illustrated in the drawings and as hereinafter described. What I regard as new is set forth in the claims.

In the accompanying drawings,-Figure 1 is a plan view of the chassis of a motor vehicle embodying my improvements; Fig. 2 is an enlarged detail, being a partial central longitudinal vertical section of one of the cylinders of the engine and the transmission, showing the clutch-members disengaged and the driven disk in engagement with the inclined drivedisks; Fig. 3 is a similar view showing the cluch-meinbers engaged and the parts in the direct drive position; Figs. 4 and 5 are partial vertical sections of one of the cylinders of the engine showing modifications; Fig. 6 is an enlarged detail, being a partial cross-section on line 0--6 of Fig. 2; Fig. 7 is a perspective view of the footlevcr and connections for pressing the ily-wheel against the peripheries of the drive-disks and for lifting the. driven disk out of engagement with the drive-disks, and for pressing it against them; Fig. 8 is a detail, being a cross-section on line 8-8 of Fig. 9; Fig. 9 is a partial plan view of the lower end of the foot-lever and connected parts shown in Fig. 7, some parts being in section; and Figs. 10 and 11 are sectional views of one of the cylinders and a part of the crank-shaft showing another modification.

Referring to the drawings,-10 indicates the frame of the chassis, on which the body of the vehicle is mounted, the frame being spring-supported upon a front axle 11 and a rear axle 12 in any suitable way.

13 indicates the housing of the differential, which is mounted on the rear axle, as described in my pending application Ser. No. 506,013, filed July 10, 1909.

14% indicates the engine, which, in the construction shown. is a four-cylinder engine of any suitable type and is mounted at the front of the chassis upon an engine'bed 15 which is supported by ti'ansversely-disposed arms 16 pivoted at 17 upon the frame 10. The engine-hed 15, which directly supports the engine, as well as the arms 16, are socured to arms 15 which extend forward from a housing or transmission-case 18 which carries the inclined drive-disks and incloses the lower portions thereof and also is connected with and supports the forward end of a sleeve or housing 19 which incloses a propeller-shaft 20. The rear end of the sleeve 19 is connected with the transmission housing, being telescoped in a sleeve 21 fixedly secured to the transmission housing, as best shown in Fig. 1. The rear end of the sleeve 19 is arranged to rotate slightly 1n the sleeve 21 so as to allow for twisting strains without wrenching said sleeve. The rear end of the propeller-shaft 20 is connected with the differential at the rear axle, its forward end projecting between two oppositely-inclined friction drive-disks 2223 mounted upon transversely-disposed shafts 2425, respectively, and arranged so that their lower margins are closest together, as shown in Fig. 1.

26 indicates a driven disk mounted upon a feather upon the propeller-shaft 20 and movable longitudinally thereupon between the drive-disks 22 23. Said driven disk is best shown in Figs. 3 and 4, from which it will be seen that it is provided with a flat periphery 27 adapted to bear squarely against the inner faces of the drive-dlsks 22-23, across the faces of which it is movable. The driven disk 26 is also provided on its fcrward side with a clutch-member 28 conical in form and cooperating with a corresponding clutch-member carried by the crank-shaft of the engine as hereinafter described.

29 indicates the crank-shaft of the engine, which is arranged substantially in line with the propeller-shaft 20 and is mounted in the usual way.

30 indicates a combined fly-wheel and clutch-member, which is fixedly mounted upon the rear end of the crank-shaft 29 adjacent to the forward margins of the inclined drive-disks 2223. Said fly-wheel is provided at its rear margin with a vertical flange or annular friction surface 31 which is adapted to engage the margins of the inclined disks 2223, which are also flat and perpendicular to the faces of said disks. Obviously, when the flywheel 30 is in engagement with the edges of the disks 2223, said disks will be driven from the engine.

In order to permit the flywheel to be moved into and out of engagement with the inclined disks 22-23 the crank-shaft 29 is made movable endwise in its bearings, and as the cylinders of the engine are stationary, in order to provide for this movement of the crank-shaft it is necessary that the crank-shaft be movable endwise independently of the cylinder and the pistons in said cylinders. In the drawings I have shown several arrangements for securlng this movement. In Fig. 3 I have shown a construction in which the piston-rods are movable transversely of the piston. As shown in said figure, 32 indicates one of the cylinders of the engine, and 33 the piston operating in said cylinder. 34: indicates the piston-rod, which connects the piston with the crank-shaft. The lower end of the pistonrod is connected with the crank 29 in the usual way, and has no movement relatively to the crank-shaft. The upper end of the piston-rod is connected with the piston by means of a pin 35 which extends transversely of the piston and has its ends secured in suitable bosses 36 at opposite sides of the piston. The pin 35 is not movable relatively to the piston, but the piston-rod is arranged to move longitudinally upon said pin 35, which extends parallel with the crank-shaft 29. Thus when the crankshaft 29 is moved longitudinally the piston-rod 34 moves correspondingly upon the pin 35. Fig. 3 shows th arrangement of the parts when operating on direct drive, and Fig. 2 shows the same parts when the friction drive transmission is employed.

In Fig. 4 I have shown an arrangement similar to that shown in Figs. 2 and 3, except that the piston-rod 34" is clamped tightly upon a pin 35 and the pin is journaled in bosses 36 and moves endwise therein, thus allowing for the necessary longitudinal movement of the crank-shaft.

In the construction. shown in F ig. 5 the piston-rod 34 is connected with a pin 35 at its upper end, and said pin is secured in bosses 36, but has no endwise movement therein. Neither does the piston-rod have any movement relatively to the pin 35. In this case the lower end. of the piston-rod 34 is provided with a narrower bearing than in the other constructions, so that the crank 29 may move longitudinally of the pistonrod. In this construction it will be seen that the piston-rod does not move sidewise in the cylinder as it does in the two constructions already described.

In Figs. 10 and 11 the piston-rod 34 is shown as having a swivel connection with the pin 35 and a universal, or ball-andsocket connection with the crank-shaft 29, which permits the necessary endwise movement of the crankshaft. The extent to which the crank-shaft is moved longitudinally is quite limited, as it is only sutlicient to permit the fly-wheel to be moved into and out of engagement with the drive-disks 22-23.

The fly-wheel 30 is provided with a clutch-member 37, which is adapted to coact with the clutch-member 28 carried by the clutch-member 28 is moved forward to engage the member 37 the front end of the propeller-shaft is lifted slightly so as to bring the clutch-member 28 into position to properly engage the clutch-member 37. The mechanism for effecting this operation and also for moving the fly-wheel 30 into and out of engagement with the inclined disks 2223 will now be described.

38 indicates a hand-lever suitably mounted at the rear of the housing 18 in a convenient position to be actuated by the operator, said lever being provided at itslower end with a segmental gear 39 which engages a corresponding gear 40 connected by an arm 41 with a connecting-rod 42 bifurcated at its ends and arranged under the propeller-shaft 20. The rod 42 is connected at its forward end with a hub 43 of the driven disk 26. The rear end of the connecting-rod 42 is connected with the arm 41 by means of a collar 41 that fits upon the end of the arm 41 and slides longitudinally thereupon, said collar being secured to the arm 41 and also to the connecting-rod 42 by a pin 42 which passes through a slot 42 in the arm 41, as best shown in Fig. 2. The collar 41 is normally held in its outermost position upon the arm 41 by a spring 41 mounted upon said arm and bearing against the inner end of said collar, as shown in said figure. WVhen the parts are in the position shown in Fig. 2, the driven disk 26 is out of engagement with the clutchmember 37 and the hand-lever 38 is in its retracted position. By pushing said lever forward the segments 39-40 are rocked to carry the arm 41 into alinement with the arm 42, thereby movingthe clutch-membcr 28 of the driven disk 26 forward into engagement with the clutch-member 37. As the rod 42 and arm 41 move into alinement the collar 41 moves up on the arm 41, compressing the spring 41 ,this movement being permitted by the slotted connection of said members. The parts are so arranged that the pivot 42 connecting the arm 41 with the connecting-rod 42 may move slightly above a line connecting the pivot of the segment 40 and the pivot at the front end of the rod 42, as shown in Fig. 3, thus locking the clutch-member 28 of the driven disk 26 into engagement with the clutchmember 37. The spring 41 serves to hold said members in such locking position but nevertheless permits the clutch-member carried by the driven disk to be disengaged from the clutch-member 37 when the lever 38 is appropriately operated. The driven disk 26 may be moved back of the centers of the drive-disks 22-23 for reversing the direction of rotation of the propeller-shaft. It will be understood that the peripheries of the disks 22, 23 and 26 are provided with friction fillers to prevent slippage.

44 indicates an arm which depends from the hub 43 for a purpose which will be hereinafter described.

45 indicates a lever, preferably a footlever, which is pivoted intermediatcly at 45 upon the frame or housing 18, its lower end projecting through a transversely-disposed equalizing-bar 47, in which it has a suitable bearinmso that the equalizing-bar can rock relatively to the lever 45. One end of the equalizing-bar 47 is adjustably connected with the rear end of a connectingrod 48 which extends forward and is pivotally connected with an arm or lever 49 projecting downward from a yoke 50 pivoted at 51 to the housing 18. As shown in Figs. 2 and 3, the yoke 50 straddles the crank-shaft 29 and is arranged in front of the hub 52 of the fly-wheel 30. Said yoke is arranged to bear against a bearing-plate 53 interposed between the hub 52 and the yoke 50 and provided with ball-bearings 54 to avoid friction. Preferably the yoke 50 is provided with projecting portions 55 which bear against said plate 53, as shown in Figs. 2, 3 and 7. The opposite end of the equalizer 47 is pivotally connected with a connecting-bar 56, the rear end of which is pivotally supported by a link or stirrup 57 pivotally suspended from the frame or housing 18, as shown at 46 in Figs. 2 and 3. The forward end of the connecting-bar 56 is pivotally connected with a similar stirrup or link 58 pivotally supported by a bracket 59 carried by the housing 18, as shown in Figs. 2 and 3. The two links or stirrups 57-58 serve to hold the connecting-bar 56 horizontal and to raise or lower it slightly when they are rocked.

The arm 44, which depends from the hub of the driven disk 26 as above described, has a sliding connection with the connectingbar 56 by means of a box 60 which is secured to the arm 44 and embraces the con meeting-bar 56, as best shown in Fig. 8. The box 60 is mounted in the arm 44 so that it may be adjusted vertically, as shown.

From the foregoing description it will be seen that when the foot-lever 45 is moved forward, thereby carrying its lower end backward, it will pull back the rods 48 and 56. The resulting backward movement of the connecting-bar 48 will draw back the lower end of the lever 49 and will conseq uently force the fly-wheel back toward the disk 22-23, thereby causing the friction surface 31 of the fly-wheel to bear against the margins of the disks 22-23. The disks 22-23 will, therefore, be driven from the fly-wheel. At the same time the connectingbar 56 will be moved backward, the links 57-58 swinging backward to a perpendicular position and thereby moving the connecting-bar 56 slightly downward. This will operate to pull down the front end of the propeller-shaft 20 and cause the driven disk to bear more firmly upon the inner faces of the inclined disks 2223. When the foot-lever 45 is released it is automatically drawn backward, thereby automatically lifting the driven disk 26 out of engagement with the drive-disks 2:223 by means of a spring e5 which is connected at one end with said lever 4C5 and at the other end with a suitable lug 45 preferably provided on the sleeve 19, as shown in Fig. 2. The purpose of providing the equalizer 47 is for varying the relative force applied to the fly-wheel and driven disk 26. Obviously, if the rear end of the connecting-bar -18 be moved nearer the lever 45, relatively more power would be applied to the flywheel and consequently the fly-wheel will be pressed more firmly against the inclined drive-disks, and vice versa. WVhen the hand-lever 38 is operated to move the driven disk into engagement with the fly-wheel the forward movement of the driven disk moves the fiy-wheel also in a forward direction, carrying it out of engagement with the inclined disks 2223. 'lhe bar 56 is normally held in its forward position by the spring 45 and by reason of its being supported by the links 57-58 operates to lift the front end of the shaft 20 and the driven disk 26 so that it disengages the faces of the drive-disks 22-23 and is brought into line with the clutch-member carried by the flywheel. Consequently when the transmission is connected for direct drive the drive-disks 2223 are not driven, but remain stationary. When the mechanism is operating on direct-drive the end-thrust upon the flywheel and crank-shaft is sustained by the lever 48, which is at the forward limit of its movement, said lever being then held against excessive forward movement by its engagement with a suitable stop which may be a part of the supporting frame, as shown in Fig. 3. By this means the end-thrust is not sustained by the crank-shaft and consequently there is no tendency to strain the same or cause undue friction between the forward end of the cranks and the cylinders.

It will be understood that many of the features of the construction shown and described are not claimed herein as they form the subject-matter of pending applications filed by me, the invention of this applica tion residing more particularly in the construction by which the clutch-member connected with the flywheel is made susceptible of movement longitudinally of the frame to carry it into or out of engagement with the friction drive-disks, the construction by which the distribution of power employed to move the flywheel into engagement with the drive-disks and to cause the driven disk to bear against the drive-disks may be regulated, and the mechanism for moving the driven disk clutch-member into engagement with the fly-Wheel clutch-member and locking it in such engagement. Nevertheless, I wish it to be understood that while my invention, so far as this application is concerned, is restricted to these three features, it is generic in character and contemplates the accomplishment of the results described by other means than the devices illustrated in the drawings and particularly. described in the specification, as the invention may be embodied in various other forms than those shown and described.

That which I claim as invention, and desire to secure by Letters Patent, is,-

1. In a transmission-device, the combination of an endwise-movable crank-shaft, one or more pistons operatively connected therewith, a driven-shaft substantially in alinement with said crank-shaft, friction disks at opposite sides of the driven-shaft, a clutchmember fixedly mounted on said crank-shaft and adapted to operatively engage the peripheries of said friction disks, means for moving said crank-shaft endwise to move said clutch-member into operative relation to said friction disks, and a clutch member mounted upon the driven-shaft and having a friction surface adapted to engage said friction disks, the latter clutch-member being adapted to engage said first-mentioned clutch-member and to be moved upon said driven-shaft to move the crank-shaft endwise and disengage the clutch-member carried thereby from said friction disks.

In a transmission-device, the combination of an endwise-movable crank-shaft, one or more pistons operatively connected therewith, a driven-shaft substantially in alinement with said crankshaft, friction disks at opposite sides of the drivenshaft, a clutch-member fixedly mounted on said crank-shaft and adapted to operatively engage the peripheries of said friction disks, said clutch-member being movable into and 110 out of operative relation to said friction disks by endwise movement of said crankshaft, :1. clutch-member mounted upon the driven-shaft and having a friction surface adapted to engage said friction disks, the latter clutch-member being adapted to engage said first mentioned clutch member and to be moved upon said driven-shaft to move the crank-shaft endwise and disengage the clutch -member carried thereby from said friction disks, and lever mechanism for moving said first-mentioned clutch-member into operative engagement with said friction disks.

3. In a transmission-device, the combination of an endwise-movable crank-shaft, one or more pistons operatively connected therewith, a driven-shaft substantially in alinement with said crank-shaft, oppositely inclined friction disks at opposite sides of the 30 driven -shaft, a clutchmember fixedly mounted on said crank-shaft and adapted to operatively engage the peripheries of said friction disks, means for moving said crankshaft endwise to move said clutch-member into operative relation to said friction disks, and a clutch-member mounted upon the driven-shaft and having a friction surface adapted to engage said friction disks, the latter clutch-member being adapted to engage said first-mentioned clutch-member and means for moving the driven clutchmember upon said driven-shaft to move the crank-shaft endwise and disengage the clutch-member carried thereby from said friction disks.

4. In a transmissiori-clevice, the combina tion of an endwise-movable crank-shaft, a driven-shaft substantially in alinement with said crank-shaft, inclined friction disks at opposite sides of the driven-shaft, a clutchmember mounted on said crank-shaft and adapted to operatively engage the peripheries of said friction disks, said clutch-member being movable into and out of operative relation to said friction disks by endwise movement of said crank-shaft, a clutchmember mounted upon the driven-shaft and having a friction surface adapted to engage said friction disks, the latter clutch-member being adapted to engage said first-mentioned clutch-member and to be moved upon said driven-shaft to move the crank-shaft endwise and disengage the clutch-member carried thereby from said friction disks, and lever mechanism for moving said first-mentioned clutch-member into operative engagement with said frictiondisks.

5. In a transmission-device, the combination of a piston-driven crank-shaft, a friction wheel mounted thereon and having a radial friction surface, oppositely-inclined friction disks arranged parallel with said crank-shaft and having friction surfaces adapted to engage the friction surface of the friction wheel, said shaft being movable longitudinally to move said wheel into and out of engagement with said disks, a drivenshaft between said inclined friction disks, a disk longitudinallymovable upon said driven-shaft and adapted to engage the inner faces of said inclined disks, and c0 operating clutch-members carried by said longitudinally-movable disk and by said friction wheel.

6. In a transmission-device, the combination of a piston-driven, longitudinally-movable crank-shaft, a clutch-member fixedly mounted upon said shaft, said member having an annular friction surface, friction drive-disks adapted to engage said friction surface, means for moving said crank-shaft longitudinally to carry said friction surface into engagement with said disks, a driven friction disk adapted to engage the opposing faces of said drive-disks and having a clutch-member movable into and out of engagement with said first-mentioned clutchmember, a shaft on which said driven disk is movable longitudinally to cause its clutchmember to engage said firstmentioned clutch-member and move the crank-shaft endwise so that the friction surface of said first-mentioned clutch-member is moved out of engagement with said drive-disks, and means for moving the driven clutch-member into engagement with the driving clutchmember.

7. In a transmission-device, the combination of a pistondriven crankshaft, a clutchmember mounted upon said shaft, said memher having an annular friction surface, oppositely-inclined friction drive-disks adapted to engage said friction surface, said shaft being movable longitudinally to move said friction surface into and out of engagement with said disks, a driven friction disk adapted to engage the opposing faces of said drive-disks and having a clutch-member movable into and out of engagement with said first-mentioned clutch-member, and a shaft on which said driven disk is mounted, the latter shaft being movable to carry the driven disk into and out of engagement with said drive-disks, said driven disk being movable longitudinally upon the latter shaft to cause its clutch-member to engage the clutch-member carried by the crank-shaft and move said crank-shaft longitudinally to cause its clutch-member to disengage the friction drive disks.

8. The combination of a motor shaft, a

friction wheel driven thereby, inclined friction-disks driven by said friction wheel, a shaft extending between said friction disks, a driven disk mounted on said shaft and movable toward and from the centers of said friction disks, the latter shaft being movable to vary the pressure of the driven disk upon said inclined friction disks, and means for pressing said friction wheel and driven disk against said friction disks, comprising means for equalizing the relative pressure of said drive wheel and driven disk respectively against said friction disks.

9. The combination of a motor shaft, a friction wheel driven thereby, inclined friction-disks driven by said friction wheel, a shaft extending between said friction disks, a driven disk mounted on said shaft and movable toward and from the centers of said friction disks, the latter shaft being movable to vary the pressure of the driven disk upon said inclined friction disks, and means for pressing said friction wheel and driven disk against said friction disks, comprising means for varying the relative pressure of said drive wheel and driven disk respectively against said friction disks.

10. The combination of a motor shaft, a

friction wheel driven thereby, inclined drive-disks driven bysaid friction wheel, a shaft extending between said friction disks, a driven disk mounted on said shaft and movable toward and from the centers of said friction disks, and means for pressing said friction wheel and driven disk against said friction disks, comprising an adjustable equalizing lever for varying the relative pressure of said drive wheel and driven disk respectively against said friction disks.

11. The combination of a motor shaft, a drive wheel driven thereby, inclined friction disks driven by said drive wheel, a shaft extending between said friction disks, a driven disk mounted on said shaft and movable toward and from the centers of said friction disks, a lever, means connected with said lever for moving said drive wheel toward the friction disks, .means connected with said lever for lifting the driven disk out of engagement with said friction disks, and adjustable means for varying the relative pressure of said drive wheel and driven disk respectively against said friction disks,

12. The combination of a motor shaft, a drive wheel driven thereby, inclined friction disks driven by said drive wheel, a shaft extending between said friction disks, a driven disk mounted on said shaft and movable toward and from the centers of said friction disks, a lever, means connected with said lever for moving said drive wheel toward the friction disks, means connected with sail lever for lifting the driven disk out of engagement with said friction disks, and a bar adjustably connecting said lever with both said connecting devices for regulating the relative pressure of said drive wheel and driven disk against the friction disks.

18. In a transmission-device, the combination of a piston-driven longitudinallymovable crank-shaft, a clutch-member fixedly mounted upon said shaft, said shaft having an annular friction surface, friction drive-disks adapted to engage said friction surface, means for movingsaid crankshaft longitudinally to move said friction surface into engagement with said disks, a driven friction disk adapted to engage the opposing faces of said drive-disks and having a clutch-member movable into and out of engagement with said first-mentioned clutch-member, a shaft on which said driven disk is mounted, and means for locking said clutch-members in engagement with each other.

14. In a transmission-device, the combination of a crank-shaft, a clutch-member mounted upon said shaft, oppositely-inclined friction drive-disks driven from said shaft, a driven friction disk adapted to engage the opposing faces of said drive-disks nally thereof, a lever for moving said driven disk to move its clutch-member into engagement with said first-mentioned clutch-member, and means connecting said lever with said driven disk and acting to lock said clutch-members in operative engagement with each other.

16. In a transmission-device, the combination of a crank-shaft, a clutch-member mounted upon said shaft, oppositely-inclined friction drive-disks driven from said shaft, a driven friction disk adapted to engage the opposing faces of said drive-disks and having a clutch-member movable into and out of engagement with said first-mentioned clutch-member, a lever. for moving said second clutch-member into engagement with said first-mentioned clutch-member and yielding connections between said lever and said second clutch-member and acting to lock said clutch-members in engagement I with each other.

17. In a transmission-device, the combination of a crank-shaft, a clutch-member mounted upon said shaft, oppositely-inclined friction drive-disks driven from said shaft, a driven friction disk adapted to engage the opposing faces, of said drive-disks and having a clutch-member movable into and out of engagement with said first-mentioned clutch-member, a lever for moving said second clutch-member into engagement with said first-mentioned clutch-member, an

arm connected with said lever, and a connecting-rod having a slotted connection with said arm and connected with said second clutch-member, said arm and rod being movable into alinement with each other for locking said clutch-members in engagement with each other.

18. In a transmission-device, the combination of a crank-shaft, a clutch-member mounted upon said shaft, oppositely-inclined friction drive-disks driven from said shaft, a driven friction disk adapted to engage the opposing faces of said drive-disks and having a clutch-member movable into andout of engagement with said firstme ntioned clutch-member, a lever for moving 139 to be driven from said friction-Wheel, a driven-shaft, a clutch-member longitudinally movable upon said driven-shaft and having a friction surface adapted to engage said friction disks, the latter clutch-member 20 being adapted to engage the clutch-member off said friction-wheel and move said wheel out of engagement with said friction disks, and means cooperating with said frictionwheel for relieving the crank-shaft from 25 end thrust.

JOSEPH DAIN. Witnesses:

JOHN L. JACKSON, MINNIE A. HUNTER.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents. Washington, D. C. 

